Bentley has shared new details about its upcoming electric SUV, the brand’s first, while also suggesting that its petrol engines, which were once set for retirement by 2030, may now continue beyond 2035.

Related: This Is Bentley’s First EV And It’s Built To Haul More Than Just Your Ego

The British company claims their upcoming EV, working title: Luxury Urban SUV, will offer “industry-leading” charge speeds that will enable it to add 100 miles (161 km) of range in just seven minutes.

The posh electric utility, which at just under 5 m (197 inches) long is smaller than a Bentayga, is due to make its world debut in late 2026 before arriving in dealerships the following year.

Teasing the Shape

A teaser image of the EV covered by a black sheet and parked inside Bentley’s Crewe factory shows an SUV with a Range Rover Velar-style sporty profile.

It has a dramatic windshield rake, narrow glass area and a tapering roofline that drops into rear window with a slant that says the designers were definitely prioritizing glitz over cargo capacity. The links to Bentley’s recent EXP15 concept are clear, even if the production EV is more SUV than coupe.

Shared DNA With Porsche

Under the skin it will likely share plenty with Porsche’s Cayenne Electric, and could get the same 108 kWh battery. The Porsche will come with three powertrain options delivering 394 hp (400 PS / 294 kW) for the base Cayenne, 592 hp (600 PS / 441 kW) in S trim, and 794 hp (805 PS / 592 kW) as a Turbo, and Bentley could cherry pick the more potent two of those three.

“Our first fully electric Bentley, the world’s first true Luxury Urban SUV, represents a bold step forward, it embodies our vision for sustainable luxury and technological excellence,” said Chairman and CEO, Dr. Frank-Steffen Walliser while offering an update on Bentley’s Beyond100+ electrification strategy.

“With industry-leading charging capability and unmistakable Bentley character and design, it marks the beginning of an exciting new era for our brand – a future defined by innovation, craftsmanship, and sustainability,” Walliser added.

But behind the scenes Walliser knows that the market for electric luxury cars hasn’t exploded with anything like the force experienced by mass market brands.

How Long Will Gas Survive?

Bentley, which once planned to go EV-only by 2030, and later extended the deadline to 2035, now says it will continue to sell hybrid-engined cars until “at least” that date, hinting that it is prepared to push the switchover date back again depending on customer demand and legislation.

And that wasn’t the only good news for combustion fans. Bentley confirmed it’s developing a limited-production ICE model with no hybrid technology, due to make its first appearance next week.

Wearing the Supersports badge, the car will be a stripped-out, rear-wheel-drive GT powered by a twin-turbocharged V8 producing around 640 horsepower. Perhaps more importantly, it’s expected to lose several hundred pounds over the GT Speed.

The automaker also recently revealed a new Bentayga Speed whose 641 hp (650 PS / 478 kW) comes from a non-hybrid V8.

Baldauf

If you thought Peugeot planned to just tweak its designs for the next chapter, think again. The French brand has dropped a single teaser image of its new “Polygon” concept, a strong preview not just of the coming generation of its big-selling 208, but of an entire reinvention of its design language.

Related: Hypersquare Steering On Road Cars By 2026, Peugeot CEO Says

There’s no half-measure here. Peugeot’s current lineup of cars and SUVs is already distinctive, but the company’s designers seem to have no qualms about moving on with an even more futuristic theme.

Hints of the Past, Vision of the Future

However, you can still see echoes of the classic 205 in the triangular-shaped B-pillar and its pill-shaped badges. That’s about where the retro cues end, though.

The Polygon’s long, near-horizontal windshield looks like the kind of thing you’d expect to see on a mid-engined exotic, not a humble subcompact, and the wheels are pushed so far out you can almost feel the tension in the doorskin, which is pinched to exaggerate a lean, muscular look.

The grille-less nose tells us this is an EV and could be carried over to production mostly intact, though we doubt the partially-glazed roof will manage the same kind of transition.

Steer-by-Wire Takes Center Stage

One aspect that definitely will, though, is the steer-by-wire system, which Peugeot says is “central to the driving pleasure of future Peugeot vehicles and the Polygon concept itself.”

The high-tech steering system – Lexus uses something similar on the RZ – gets a suitably futuristic new steering wheel, that we can’t really see on this teaser image, but were introduced to on a previous Peugeot concept in 2023.

Called Hypersquare (though actually rectangular), the wheel has four holes, a design echoed in the four road wheels.

Shared DNA Across Stellantis Brands

Like its Stellantis cousin, the next Vauxhall/Opel Corsa, which was previewed in August by the 789 hp (800 PS / 588 kW) GSE Vision Gran Turismo concept, the production 208 is expected to ride on the new STLA Small platform when its unveiled late in 2026.

We’ll have to wait for the full Polygon reveal next week to get our hands on any tech spec, but don’t be surprised if it’s packing the same 82 kWh battery the GSE promised, something that would represent a big step up over the 52 kWh pack in the current e-208.

Peugeot’s 2023 Inception concept teased the Hypersquare steering wheel

Hyundai’s next big (or rather, small) electric debut is edging closer to reality and this time photographers haven’t only captured the upcoming Ioniq 3 testing without heavy disguise, but they got to peek inside and check out a very different interior layout.

Related: Hyundai Gives Its Smallest N Line SUV Sharper Looks And Smarter Tech

The Ioniq 3, a production version of the Three concept Hyundai revealed in September at the Munich motor show, is positioned below the Ioniq 5 and Ioniq 6, being smaller and slightly less sophisticated.

Styling

Where those models ride on the high-spec 800-volt E-GMP platform, the new 3 will use a simplified version of the same architecture running on 400-volt electrics.

That means slightly slower charging and potentially smaller motors, but also a more affordable entry point for Hyundai’s EV lineup, and an internal competitor for the closely related Kia EV4. But their very different designs means the casual buyer will never guess the connection.

These latest images show a clean, confident shape with a sporty low nose, but also a raised ride height that gives the little hatch a more crossover-y stance than the concept had.

The door handles – recessed, not pop-out – and tapering roofline hint at good aerodynamics, and the high-set tail means the silhouette (but not the rising waistline) reminds us of Alfa Romeo’s classic Sud sedan.

New Infotainment System

Inside, the Ioniq 3 looks very different from its Ioniq 5 and 9 brothers, junking their conjoined gauge cluster and infotainment displays for for a super-slim digital instrument pack directly under the windshield and a large, Tesla-style tablet touchscreen mounted above the console.

Also: Hyundai’s New Pleos Infotainment System Looks Like A Tesla Knockoff

Speaking of that tablet-style display, as you can see from the pictures, it appears to be running Hyundai’s new Pleos Connect infotainment system set to launches in 2026.

Built on Android Automotive OS, it adopts a smartphone-like interface with customizable menus and cloud-based user profiles known as Pleos ID, allowing drivers to load their preferences in any Pleos-equipped vehicle.

The system integrates Gleo AI, an intelligent voice assistant designed to handle navigation, media, and vehicle functions through natural conversation.

There’s no sign of the concept’s moveable digital widget blocks, but it’s good to see some hard keys and rotary knobs fitted below the main display.

SH Proshots

Powertrain

Detailed specs are still under wraps, but based on what we know about the Kia EV4 (which is no longer coming to the US) it could comes with 58.kWh and 81.4kWh battery options, and might launch with a single 201 hp (204 PS / 150 kW) motor driving the front wheels.

That setup would give a zero to 62 mph (100 kmh) time of just over 7 seconds and a range of close to 400 miles (644 km).

With the camouflage now lighter and the design details nearly finalized, it looks like the Ioniq 3 is entering the final stretch of development.

Hyundai is expected to pull the covers off the production model midway through 2026. It may be the smallest Ioniq yet, but it could turn out to be Hyundai’s most important.

SH Proshots

Once hailed as a maverick genius we could all get behind, Tesla CEO Elon Musk has earned plenty of haters over the last few years as a result of his controversial political stances and affiliations.

Moreover, a new study has just confirmed what we all suspected all along: that those politics have cost Tesla billions of dollars in lost sales revenue.

How Bad Is the Damage?

Tesla US vehicle sales dropped by between 1 million and 1.26 million between October 2022 and April 2025, according to The National Bureau of Economic Research, a group of economists based at Yale University.

Related: Musk’s Tesla Payday Is So Absurd Even The Pope Had Something To Say

The authors estimate Teslas sales during that period should have been 67-83 percent higher. Some of those disaffected would-be buyers were pushed into the arms of rival carmakers, whose electric and hybrid vehicle sales grew by roughly 17-22 percent as a result, the study claims.

Among the actions that Tesla’s traditionally Democrat-voting customer base found offensive were his donation of $300 million to Republican candidates in the run up to the 2024 presidential election. The move marked a clear political shift that unsettled parts of his core audience.

Further controversy followed when Musk accepted a position with Donald Trump’s newly formed Department of Government Efficiency (DOGE) and voiced support for far-right political parties abroad, including Germany’s AfD.

Together, these choices reshaped his public image and deepened the divide between his business ventures and their once-loyal fan base.

The study suggests Musk’s behavior and its effect on sales negatively impacted California’s work towards achieving net zero emissions, derailing its plans to meet 2026 targets.

A Partial Rebound?

Even so, the researchers note that public sentiment toward the Tesla CEO had improved since Musk shifted his attention away from Donald Trump and back toward technology, namely robotaxis, self-driving cars and its fledgling robot business.

Tesla’s global sales are still projected to fall by about 10 percent this year, but that hasn’t slowed Musk’s ambitions. He’s now pushing for a $1 trillion pay package, which shareholders are set to vote on next month.

If approved, it would be by far the largest compensation deal ever granted to a corporate executive. Tesla chairman Robyn Denholm has written to shareholders warning that Musk could walk away if the cash doesn’t come through.

Seven years after Canadian leaders last met their Chinese opposite numbers, Prime Minister Mark Carney is sitting down with Chinese President Xi Jinping. At stake are billions of dollars worth of trade, but Carney hinted that the trade agreement many are hoping for might not materialise, at least not from this first face-to-face.

The two leaders are getting together at the summit of the Asia Pacific Economic Cooperation in Gyeongju, South Korea, and in the run-up to the meeting, some news reports suggested that Canada could be ready to axe the 100 percent tariff on imported Chinese EVs put in place in 2024.

Related: China Turns Up The Pressure As Canada Reconsiders Its EV Tariffs

Canada is under pressure to hit eco targets, and giving access to more affordable EVs could help. But the real pressure to cancel the EV tariffs is coming from Canada’s farmers.

The country’s Canola industry is worth billions of dollars, with a healthy chunk of that revenue coming from China. But exports to China have tanked since the Chinese placed a 75.8 percent tariff on canola seed in response to EV tariffs.

So a simple “you drop your tariffs and I’ll drop mine” handshake could sort everything, right? It’s not that easy, and Carney was careful not to suggest that he expected to come back from this initial meeting with an oven-baked trade agreement.

“We will explore what we can build on. This is our second largest trading partner. This is the second largest economy in the world,” Carney told the media in the build-up to the meet, as reported by CTV News.

“[But] there’s no preset offer. This is the difference between relationship and transaction,” he added, explaining that the relationship between the two countries needed to “deepen” and that there were many other topics up for discussion besides EVs.

Another reason Carney might hesitate before lifting EV tariffs is concern over the welfare of Canada’s own auto industry, which is already taking a beating from US President Donald Trump’s tariffs, and the current US-Canada tensions aren’t likely to ease those problems soon.

The last thing it needs is an influx of bargain-priced competitors from China.

Canada could soon open the floodgates for a wave of inexpensive Chinese EVs, and you can practically hear the sound of Donald Trump grinding his teeth from across the border. The prospect alone has already stirred political tension, economic speculation, and a fair bit of cross-border irritation.

Prime Minister Mark Carney is reportedly preparing to roll back Canada’s 100 percent tariffs on imported Chinese electric vehicles, a policy originally put in place in 2024 under previous top Canadian Justin Trudeau.

Related: Canada Retaliates Against Two Major US Automakers

The move, according to The Wire China, a Boston-based outlet founded by former New York Times Shanghai correspondent David Barboza, could be announced at any moment.

That tariff was originally intended to align Canada with its Western partners and shield both domestic and US auto industries from what were described as state-subsidized imports. But time moves on, alliances shift, and so do economic priorities.

Reset or Risk?

According to Ottawa insiders, Carney wants to “reset” Canada’s relationship with Beijing as he heads to this week’s Asia-Pacific Economic Cooperation (APEC) summit in South Korea, where he’s expected to meet with Chinese President Xi Jinping.

The outcome of that meeting could be a thawing of frosty trade ties and better access for Canadian exports while easing restrictions on Chinese EVs that are already proving irresistible in Europe.

“Relationships rebuild over time when they have been … when they have changed, when they’ve changed for the worse,” Carney said in comments reported by CBC. “And so we have a lot of areas on which we can build.”

If the 100 percent tariffs go, dropping import duty to the previous 6.1 percent, it would be a dramatic pivot that could reshape Canada’s electric vehicle market almost overnight.

Brands like BYD, NIO, XPeng, and Zeekr could swoop in with wallet-friendly options that would make even the most patriotic Canadian EV buyer think twice before spending Tesla or Rivian money.

What Happens to the Home Team?

The move would also leave Washington, and President Trump, fuming. The US itself still maintains a tough stance on Chinese EV imports, despite the fallout causing misery for American farmers who can no longer sell soy beans to China.

But Carney’s government may see things differently. Canada’s EV adoption targets are ambitious despite a recent softening, and affordable models are in short supply.

More: Canada Retaliates Against Two Major US Automakers

Chinese automakers, with their cost-efficient tech and fast-evolving battery platforms, could provide the shot in the arm Canada’s market needs.

Still, domestic automakers and unions, who are already bruised and battered from Trump’s tariffs, won’t be thrilled. Expect plenty of fretting from Ontario’s manufacturing belt, where many already fear competing with low-cost imports.

Diesel car sales are way down, but the stinky stuff is still the fuel of choice for many van operators due to a diesel engine’s durability, efficiency and long range. Maybe not for long though.

Kia’s new PV5 Cargo electric van has just set a Guinness World Record after traveling 430.84 miles (693.38 km) on a single charge.

Related: This PV5 Is VW’s Idea Of A VW ID. Buzz

That would be a solid, though hardly newsworthy feat in a car, but it’s more impressive in a brick-shaped van (albeit a slippery one) whose official range is only 258 miles (415 km). And it borders on a miracle when you learn that it was achieved while carrying the PV5’s maximum payload of 1,740 lbs, or 790 kg.

The record wasn’t a lab test or a hypermiling stunt. This was a real-world endurance run, conducted north of Frankfurt, Germany, under the same urban and extra-urban conditions any delivery van might face on a long working day – or two.

Behind the wheel of the PV5 were commercial vehicle journalist George Barrow, and Christian Nigemeier, a senior engineer at Hyundai Motor Europe Technical Centre.

Over the course of the 22.5-hour challenge, the duo completed 12 loops of a 36.2-mile (58.2 km) route, complete with traffic lights, roundabouts, and an elevation gain of 1,210 ft (370 m).

The record-breaking PV5 was in stock form, but fitted with a 71.2 kWh battery, the larger of the two available power packs.

A smaller 51.5 kWh battery is also available for businesses who don’t cover a ton of miles in a day or want to get anywhere in a hurry – it’s only rated for 184 miles (296 km) and takes 16.2 seconds to reach 62mph versus 12.4 seconds for the 71.2 kWh version.

The PV5 is the first member of Kia’s Platform Beyond Vehicle (PBV) family, built on the brand’s new E-GMP.S architecture, the commercial vehicle version of the platform used in passenger cars like the EV6 and EV9.

Like combustion commercials it’s designed for modular flexibility and can be ordered as a panel van, chassis cab or minivan.

Kia

Alpine’s featherweight A110 sports coupe has the sort of steering feel and balance that can make even a Cayman sweat. So when the French brand confirmed that the next-generation A110 would be all-electric, purists sighed in unison.

But all hope is not be lost, because developments elsewhere in the Renault empire could potentially result in a hybrid A110.

Hybrid Rumblings

Horse, a company formed in 2023 as a joint venture between Renault and China’s Geely, has developed two petrol-electric engines that are designed to help automakers hybridize EV platforms.

Both are 1.5-liter transverse units with four cylinders (though Horse says a three-pot may follow) and are incredibly compact, the base version with one electric motor sandwiched between the engine and transmission measuring just 25.6 inches (650 mm) end to end.

Related: Porsche Is Sneaking Gas Power Back Into The Next 718

But it’s the second version that should be of more interest to A110 fans. It gets an additional motor on the end of the transmission, which adds 3.5 inches (89 mm) to the length.

Motor Trend says it pumps out 349 hp (354 PS) and 380 lb-ft (515 Nm), which would makes it less muscular than a top-spec electric A110, but punchy enough for a car carrying so little weight.

Alpine says even the EV version will weigh less than 3,200 lbs (1,450 kg), and a hybrid would almost certainly weigh less. The current ICE A110, which does just fine with 249 hp (252 PS), weighs just 2,425 lbs (1,100 kg).

How Real Is the Hybrid A110?

Just to be clear, none of this A110 hybrid stuff has been confirmed by Alpine or Horse, but for enthusiasts who feared the sweet-handling coupe would be silenced forever it’s a tantalizing glimmer of hope. And given the Renault connection and what’s just happened at Porsche, entirely believable.

After planning to make the next-generation 718 Cayman and Boxster purely electric, Porsche announced that combustion-engine models would continue – a decision driven largely by customer demand.

Sports-car fans simply haven’t warmed to the idea of heavy, quiet EVs that trade mechanical emotion for range and instant torque.

Where Does Alpine Go From Here?

Alpine, like Porsche, has been trying to navigate this tricky middle ground between environmental responsibility and emotional appeal. Its parent company Renault is heavily invested in electrification, but Alpine’s identity is built on agility, something battery packs tend to smother.

Sure, most buyers would probably prefer a straight combustion setup, but emissions regs rule that out. A hybrid A110 could be an appealing compromise, combining low-speed EV running with the throttle response and sound that enthusiasts crave.

And while Porsche is reserving combustion power in the next 718s for high-end models, using Horse tech could enable Alpine to bring the hybrid in at the affordable end of the range.

Sadly for American fans, this is all moot. The A110 isn’t sold in the US, and that’s unlikely to change no matter what’s under the hood or floorpan.

In fact, Alpine has put its entire America plans on hold due to President Trump’s tariffs, having previously vowed to bring a couple of crossovers and SUVs to North America starting in 2027.

Electric motors may not look like much, as they’re mostly lumps of metal and wires, but the right one can transform how a n EV feels, just like the right set of boring-looking tires can. And Yasa’s new record-busting motor could revolutionize EV performance.

The UK-based firm, which is owned by Mercedes-Benz that plans to use these motors on its next-gen vehicles like the AMG super sedan, has shattered its own world record for power density, pushing output to an astonishing 59 kW (79 hp) per kilogram.

Don’t speak metric? That’s 35 hp (29 kW) per pound, and represents a big jump over the previous record of 26 hp (19 kW) per pound or 42 kW (56 hp) per kg set by Yasa earlier in the summer.

Related: The Baby AMG EV Just Got Real With Three Motors And A Secret Weapon

Small Motor, Massive Output

Specific output is one thing, but what about the total possible output? The new motor weighs a tiny 12.7 kg (28 lb) yet produces a short-term peak rating of 750 kW, or 1,006 hp (1,020 PS). That’s pretty amazing.

And though continuous output is said to be much lower it’s still big by conventional single-motor standards and achievable with a much smaller weight penalty. Yasa talks about a steady 350-400 kW (469-604 hp / 476-612 PS), and from one 28 lb motor, remember.

What’s even more exciting is this isn’t a theoretical computer model. Yasa says the record-breaker is a fully functional prototype generating power on the test bench right now, and built using scalable manufacturing technology and no exotic materials.

That’s critical, because it means this is technology that could one day find its way into production cars rather than staying locked away in a lab.

Founder and CTO Tim Woolmer called the achievement “a major validation” of Yasa’s next-generation axial-flux motor design, which differs from conventional radial units by using thinner, disc-shaped rotors that can deliver more torque and power for a given mass.

“This isn’t a concept on a screen,” Woolmer said. “It’s running, right now, on the dynos.”

Mercedes bought out Yasa in 2021 and will use the Oxfordshire company’s axial flux electric motor technology on its upcoming flagship super-sedan and SUV.

You’d expect Germany’s own automakers to dominate the German Car of the Year (GCOTY) awards and not necessarily because the judges are partisan. BMW, VW and Mercedes cars work well on German roads because they’re developed both for them and on them.

It’s a home-field advantage that usually shows. Yet like a WWII GI cutting in on a beaten German soldier’s dance to steal his girl, two American cars have just walked away with major wins in the 2026 competition.

Related: Cadillac Confirms New Gas-Powered Sedan

The awards, which group contenders into five categories, including Budget, Compact, Premium, Luxury and Performance, are voted on by a panel of 40 German and international motor journalists. While the overall winner won’t be revealed until November 17, we already know the victors in each category.

American Upset

The Lucid Air Sapphire, America’s electric interpretation of a luxurious hyper-sedan, took home the crown in the Performance segment. That’s hardly a shock once you’ve looked at its numbers.

With 1,234 hp (1,251 PS / 920 kW) and an ability to break 2 seconds to 60 mph (97 kmh; with rollout) the Sapphire is like a four-seat physics experiment. One that makes German heavy-hitters like the BMW M5 and Porsche Taycan Turbo GT look slow.

Meanwhile, over in the Luxury category, Cadillac’s 615 hp (624 PS / 459 kW) Vistiq took top honors. Cadillac only recently returned to Europe, but the sleek Vistiq is proof that Cadillac’s EV push isn’t just resonating in the States.

And this isn’t the first time GCOTY judges have had their heads turned by a Caddy. This year’s Luxury win follows last year’s success for the Cadillac Lyriq, which won the same class, but was beaten to the overall GCOTY title by the BMW 5-series and i5. Maybe the Vistiq can do better.

To take outright gold, Cadillac’s three-row EV will have to beat not only the Air, but three strong European and Asian entries. Dacia’s Bigster is the 2026 GCOTY Budget Car of the Year, the electric Skoda Elroq scooped the Compact award and Hyundai’s Ioniq 9 was named best Premium car.

Changing Currents

In case you hadn’t noticed, that means four out of the five class winners are EVs, and it’s that shift to electric power that has helped American cars up their relevance game in Europe.

Perhaps most telling of all, not a single German brand made the winners’ list this year, with the nearest contender being Skoda, a Czech marque under the VW Group umbrella.

The federal gravy train for EV buyers has reached the end of the line. As of September 30, 2025, Uncle Sam officially stopped footing the bill for your next electric car, causing concern among automakers about plummeting demand.

However, that doesn’t necessarily mean there’s no help available. Depending on where you live, your state might still have you covered with its own tax credits scheme.

Who’s Still Paying Up?

But some states are downright stingy with their cash, meaning there’s no one-size-fits-all discount like the old $7,500 federal aid. According to new data from the Tax Foundation, the state-level landscape is a messy patchwork of perks, penalties, and paperwork.

While some states are still rolling out the red carpet for EVs, others are quietly slapping owners with new registration fees to make up for lost gas-tax revenue, highlighting how different attitudes are to green policies across the country.

More: Ford And GM Drop EV Tax Credit Loophole After Being Accused Of Bilking Taxpayers

A few states remain firmly on the side of the buyer, including Colorado, which from this November will provide rebates of up to $9,000 to low and middle-income families trading in an old gas car for a new electric vehicle, and as much as $6,000 on a used one.

Oregon and Maine both offer $7,500 of credits, Oklahoma gives up to $5,500, and Connecticut and Vermont will cut the price of your EV by $5,000. Illinois, Kansas and New Jersey make $4,000 available and various other states will throw in between $1,500 and $3,500 to encourage you to go electric.

Where EVs Cost You More

Then there are the less friendly states. Georgia has no EV incentives at all and charges drivers $235 per year just to register their electric vehicle. Indiana is arguably even worse: it also has no EV incentives, charges $230 to register one, and $77 to register a hybrid.

Perhaps surprisingly, given its history of leading on green matters, California no longer offers state help for EV buyers. Governor Gavin Newsom recently claimed it wasn’t economically viable to offer aid right now, though his office has since suggested a scheme might be introduced next year.

Some states don’t simply rely on EV registration fees to help offset lost gas revenue, but also add tax to the cost of charging at public charging stations. Those states include Georgia, Iowa, Kentucky and Oklahoma, the Tax Foundation reports, while also noting the flaw in their plan: drivers who charge at home escape the duty.

The takeaway here is that the government taking federal tax credits off the table doesn’t necessarily mean you can no longer afford that EV. You just need to check out where your state stands on the issue.

EV Tax Credits By State (Tax Foundation)

Tax Foundation

We’ve simplified this table from the Tax Foundation. To check out the original, which contains notes about which states offer other help, like an exemption from sales tax or the option of choosing to be taxed on miles driven instead of paying registration tax, click here.

Despite delays and setbacks, Porsche’s next-generation 718 Cayman is creeping closer to reality. So close, in fact, that in these latest spy shots you could almost reach out and touch it. Our photo team got up close to the first-ever electric Cayman outside the Nürburgring, capturing key design details for the first time.

Previous prototypes always hid the shape of the rear-quarter window line with false bodywork and heavy vinyl, but now we can finally see how the real thing will look. The test car still wears fake chrome trim to disguise the outline, as if trying to fool us into thinking we’re looking at a 911.

Even so, it’s clear that the next-generation 718 will have a much more pronounced kick-up in the window line behind the door than its bigger brother does.

Related: Porsche Is Sneaking Gas Power Back Into The Next 718

The kick isn’t as extreme as the one on the current Cayman, though. Looking back at the 2021 Mission R electric racecar concept that gave us our first taste of how a next generation Cayman could look, you can see the exact same line, along with headlights that appear very similar to the trick LED Matrix units fitted to this prototype.

Active Aero

The front and rear bumpers remain covered, but enough is visible to confirm some version of the vertical aero slats seen on the new 911 GTS and Turbo models. That detail, along with a set of optional carbon-ceramic brakes, shows Porsche isn’t letting the switch to electric dull its performance focus.

Expect the active aero elements and clever airflow management to play a major role in both battery cooling and aerodynamic efficiency.

Underneath, the Cayman EV rides on a dedicated electric architecture with the batteries mounted vertically behind the driver.

Power figures remain secret, but Porsche insiders have hinted at dual-motor all-wheel drive setups and sub-4-second 0-62 mph times for the higher trims. Base cars will get a single motor and rear-wheel drive.

Baldauf

An ICE Comeback

For anyone mourning the end of the flat-six era, there’s a glimmer of hope. Porsche recently confirmed that, due to strong customer demand, combustion-powered versions of this next-generation 718 are also in development.

The petrol models will sit at the very top of the range, likely limited-production specials aimed at purists who still crave a manual gearbox and exhaust noise.

They’re some years away though, meaning all eyes will be on the electric Cayman and its convertible Boxster sibling when they debut next year.

If Porsche knew five years ago what it knows now about the health of the electric market, it probably wouldn’t have gone all-in on electric power for the 718s, and it’s true some Porsche fans will be turned off by the idea of them being EVs.

However, having sampled the electric Taycan sports sedan, we’re in no doubt that it’ll still be great to drive. We’ll find out for sure in 2026.

Baldauf

Tech-brand-turned-car-maker Dreame has serious form for stealing iconic Western designs. First, it released renders of a luxury sedan that’s the twin of Bugatti’s Chiron. Then it followed up with an SUV that makes no attempt to hide its designers’ admiration for the Rolls‑Royce Cullinan.

So when a new SUV starts appearing on social media, looking every bit like Bentley’s luxury model but isn’t, you’ll forgive us for suspecting the same gang is responsible.

More: Dreame’s Bugatti Rip-Off Debuts In 2027 With EV And Range Extender Options

After all, their CEO did say they were developing a second luxury brand following the one modeled after Bugatti, this time aiming to take on Bentley and Rolls-Royce with comparable models. And we’re not the only ones who think so, as all major Chinese outlets and plenty of commentators also suspect Dreame is behind it.

The images circulating on Chinese social media show an SUV with a tall, upright roofline, a deep chrome surround that mimics the Bentayga’s signature grille but with subtle tweaks, and side windows that match the proportions of a Bentley almost exactly.

The front end is slightly squarer and the roofline more boxy, and sure, there are no Bentley badges, but this is IP theft, plain and simple.

Before the Cullinan renders appeared, we’d already reported that Dreame had been benchmarking both Bentley and Rolls-Royce models in preparation for the launch of its car division. If the mystery SUV is truly Dreame’s, the timing makes sense.

The company is trying to jump into the luxury-EV realm by 2027 and plans to open a new production facility in Berlin, allegedly right next door to Tesla’s Gigafactory.

Electric with Range-Extender Options

The fake Cullinan is confirmed to have a 100 kWh battery, four electric motors, and an optional range-extender petrol engine. Rear passengers are treated to a pair of aircraft-style reclining chairs with up to 1.2 meters (47 inches) of legroom, something made possible by the long 3.2-meter (126 inches) wheelbase.

Some commenters on the posts where this mysterious SUV started circulating have suggested the pictures could be AI-generated. Considering how far the technology has come, now capable of producing everything from hyper-realistic cars to videos of SpongeBob being pulled over by police, it’s not hard to see why.

Related: Dreame’s Cullinan SUV Clone Might Be Rolls-Royce’s Worst Nightmare

However, after taking a closer look, we see no evidence of that and we’re inclined to believe these images are entirely real, even if we’re still waiting for confirmation of which company is responsible.

Is this a copycat step too far, or did the designers of this Bentley wannabe manage to create a better-looking Bentayga? Drop a comment below and let us know.

If their slick tech features have convinced you that Chinese cars are finally a match for Western rivals, Euro NCAP’s latest test results might make you think again. While some Chinese cars really are as good as the competition, one new small Asian EV has just flunked an important European crash test that its rivals all aced.

More: Your Next Car Might Not Be As Safe As It Could Have Been

The car in question is Dongfeng’s Nammi Box, a small hatchback that’s broadly equivalent to a Renault 5 or BYD Dolphin. But while those cars were awarded four and five stars respectively after being run through Euro NCAP’s crash test mill, the Box scored just three stars.

Safety Reality Check

Multiple spot-welds failed during the offset front impact test, increasing the risk of deformation around the cabin and reducing protection for occupants, the safety organization reported.

The test, which is performed at 31 mph (50 kmh) and with a 50 percent overlap against a deformable barrier on an oncoming 3,090 lbs (1,400 kg) sled, also traveling at 31 mph, is designed to replicate the kind of collision that is responsible for the most road deaths and serious injuries.

And a compromised body structure wasn’t the only black mark against the Box. Insufficient pressure in the steering wheel airbag meant the driver’s head still managed to make contact with the wheel.

Design Flaws Under Pressure

Just as worrying, the doors failed to automatically unlock, which could prevent first responders from helping injured passengers.

Euro NCAP additionally criticized China’s state-owned Dongfeng for not providing any kind of safety aid to prevent front seat passengers from bashing into each other in a side impact collision.

Summing up, the testers awarded the Box just 69 percent for adult occupant protection and 67 percent for vulnerable road user protection, numbers that place it well below most modern small EVs on sale in Europe.

“The Dongfeng BOX doesn’t match the safety performance of other small EVs tested by Euro NCAP,” said the organization in a statement. “It was a concern that the spot welds were compromised during our tests and could be further compromised in higher-speed accidents. Such a failure must be addressed to match competitor vehicles in what’s a fast-growing part of the EV market,” it added.

Euro NCAP

In Dongfeng’s defense, it wasn’t the only small hatchback to receive a feeble three-star rating. So did VW’s ancient T-Cross crossover, which is a bit of an outlier. Other VW Group products like the Audi Q3, Skoda Octavia, and VW Golf all achieved a maximum five-star rating.

As did China’s Chery Tiggo 7 and 8. The SUVs were marked down in a previous test for a problem with their rear curtain airbags, but Chery then redesigned the system.

It performed as planned during the re-test, earning Chery five stars, reminding us that there’s still a big safety difference between the best and worst-performing Chinese cars.

Euro NCAP/Dongfeng

A 2024 Tesla Cybertruck Foundation Series has just sold for $70,000 on Cars&Bids, showing just 5,200 miles (8,400 km) on the clock. If that sounds like a great price for one of the most hyped vehicles of the decade, it is – but not if you’re the one selling it.

The same Cybertruck sold on the same auction site last year for $146,500 when it had covered a mere 600 miles (970 km), meaning it’s lost more than half its value in less than 18 months.

It’s unclear whether that original owner paid the standard price or a $50,000 markup, as some commentators suggested at the time, but the MSRP stood at $101,995.

Related: Families Claim Tesla Door Handles Trapped Teens In Burning Cybertruck

The Foundation Series was Tesla’s launch-edition Cybertruck, the limited-run version that kicked off production late in 2023. It came loaded with luxury features, plus various unique badges and trim parts, such as sill inserts.

The first examples were offered only to early reservation holders and were supposed to be collector material. Well, that was the idea anyway. Fast forward to today and the tables have obviously turned. The new owner of this particular dual-motor, 600 hp (608 PS / 447 kW) truck just scored one of the biggest bargains in recent EV history.

The $70,000 sale price (listing here) undercuts Tesla’s own base MSRP of $79,990 for a new dual-motor AWD Cybertruck and shows just how far values have tumbled since the frenzy that greeted the electric truck’s debut. And this price fall is no freak event; used Cybertruck values have fallen across the board during 2025.

When the Hype Runs Out

Cars&Bids

There are a few reasons behind the collapse. Early buyers paid sky-high prices to be first, banking on exclusivity and hype, but that buzz has cooled fast as more Cybertrucks hit the road and social media fills with real-world impressions.

The initial scarcity that drove those six-figure auction results has faded as production ramped up and deliveries increased. Add to that a shifting used-EV market and growing competition from the likes of Ford, Rivian, and GM, and it’s easy to see why resale prices have come back down to Earth.

Even the Foundation Series edition isn’t enough to hold depreciation at bay, and neither are the mods the seller added during his ownership, including a pricey black wrap, black painted lower body trim and 24-inch T Sportline CTM Monoblock forged wheels for $10,000, per the invoice.

For all its futuristic design and headline-grabbing performance, the market for Elon Musk’s electric truck is behaving like most others: early excitement followed by a sharp correction. But for anyone still dreaming of owning one, now might finally be the time to get their wallet out. The Cybertruck still turns heads, but its once-shiny resale value has definitely lost its gleam – and that means some great deals for buyers looking to get their hands on one.

Cars&Bids

Ferrari has dropped the first details about its maiden EV, next year’s Elettrica crossover, and some people might be wondering if, by doing so, it’s dropped the ball as well. Because while its peak output will be over 986 hp (1,000 PS / 735 kW), Ferrari has confirmed it will not make as much power as the new breed of rapid Chinese electric cars.

“You can see on the market some electric cars that already have 2,000 horsepower,” Ferrari product boss Gianmaria Fulgenzi told media.

Related: Ferrari’s EV Mystery Prototype Teases Breadvan But It’s An Illusion

“It’s very easy and simple to create that power with an electric engine. So you can see in the market a lot of companies that have never done cars, and now they’re able to produce a car with 1,000 horsepower.”

Fulgenzi didn’t mention smartphone firm turned automaker Xiaomi by name, or its 1,526 hp (1,547 PS / 1,138 kW) Xiaomi SU7 Ultra. But it’s the car that most obviously springs to mind, and we know that Ferrari recently had its hands on an SU7 at its Maranello HQ.

He could also have been thinking of the BYD’s 2,977 (3,018 PS / 2,220 kW) YangWang U9 Xtreme, which this month recorded 308 mph (491 km/h) at VW’s Ehra-Lessien test track, beating the Bugatti Chiron Super Sport 300+’s record.

Super-Power EVs Are “Elephants”

“But what is the joke? What do you feel when you drive this kind of car?” he asked journalists, per Auto Express. “They are elephants because you need very big engines and a very big battery.”

Let’s leave aside the elephant in Fulgenzi’s room – the Elettrica’s huge 122 kWh battery dwarfs the ones in the SU7 and U9 – and look at the other figures.

A combination of a 282 hp (210 kW / 286 PS) front axle from the F80 supercar and 831 hp (620 kW / 843 PS) from the rear motors will give “more than” 986 hp, Ferrari says, enough for a 2.5-second zero to 62 mph (100 km/h) time and electronically limited 193 mph (310 km/h) top speed. Those are still impressive numbers in absolute terms, but won’t set the Elettrica apart from the crowd.

It’s kind of funny to hear a company like Ferrari, which for years pushed power outputs, acceleration and top speeds to new highs, talking about how pointless the fastest modern cars are. But Fulgenzi is right: we (and automakers) seem to have crossed a line here in terms of power and performance and don’t know how to stop.

Why? Because horsepower, top speed, and 0-60 times are the metrics by which we’ve judged performance cars for decades. Remove them and we’re kind of lost, unless we actually get a chance to jump behind the wheel and experience them ourselves.

It’d be difficult to explain to a potential customer why they should buy your car if it made less power and was slower than the one they already have (though Detroit had to do that during the emissions-strangled 1970s), so automakers keep pushing. And for years, that was fine.

When you traded in your naturally aspirated E46 330i that required 6.5 seconds to get to 60 mph for a turbocharged E90/92 335i that did the job in 5.5 seconds, you could feel the difference, and that could be fun.

How Much Is Enough?

But when even fairly ordinary electric cars like the $54,990 Tesla Model 3 Performance can get to 60 in 2.9 seconds, you have to wonder how much longer automakers can keep pushing in this direction. Beyond bragging rights, there’s little extra benefit in having a car that accelerates more quickly than that.

And definitely none to insurance companies, because an uptick in accident rates is surely inevitable if we keep going. Rarely mentioned today is that crippling insurance premiums had as much to do with the death of the original American muscle car in the early 1970s as tightening emissions regulations.

Related: Ferrari’s New Playground Might End Maranello’s Favorite Spectator Sport

Anyone who lifts weights for recreation might recognise a parallel in all of this to men’s bodybuilding. From the mid 1990s, partly off the back of the use of new drugs like insulin and growth hormone, the guys competing in the top tier literally exploded in size, shifting the focus from aesthetics to freak-show levels of mass.

It was, and still is, fascinating to see what the body can achieve when pushed to the limit, in the same way that it’s impressive that a BYD can do 308 mph. But more recently we’ve seen a huge boom in the popularity of the Classic Physique division, whose shapes hark back to the “golden era” of bodybuilding, when men like Arnold Schwarzenegger still looked super, but also human.

Stepping Back From The Speed Wars

Andrea Canuri for SHProshots

Is Ferrari (of all people) leading a similar shift in the car world with its Elettrica (seen above, testing)? If it is, it wouldn’t be the first time it’s turned its back on the battle to have the biggest numbers.

Although the F40’s 202 mph (325 kmh) top speed broke new ground, for the past 25 years Ferrari has capped its fastest cars at 217 mph (350 kmh) and was content to let Bugatti build cars that ate up a drag strip in less time. That decision in no way diminished Ferrari’s credibility in the eyes of enthusiasts.

But letting other brands make everyday crossovers that are more powerful, accelerate more quickly, and cost less, while also still not publishing any other metrics like a Nurburgring lap time to show us how the sum of the car, including its chassis and brakes, is more important than the schoolyard stats? Now that’s a bold move.

And it’s one that’ll really test Ferrari’s brand strength, particularly among younger buyers who are less familiar with Maranello’s history – one built in large part on cars that were the fastest and most powerful of their time.

Can you see an end to the performance wars? Do you think legislators might eventually step in to curtail the madness? What is the sweet spot for power and acceleration anyway? And is Ferrari right to take its foot off the gas? Throw a comment down below and let us know your thoughts.

Ferrari hasn’t released any exterior images of the Elettrica yet, but it has given us a peek under the skin at the battery and motors, which you can see in the gallery below.

Ferrari

The all-electric age at Lamborghini might be about to short out before it even starts. After promising the Lanzador as its first-ever dedicated battery-electric model, the Italian marque is now wavering and could instead launch its high-riding GT as a plug-in hybrid.

According to multiple news reports, Sant’Agata will make the call within weeks on whether its sleek 2+2 grand tourer goes full battery or blends volts with V8 thunder in preparation for its production debut at the end of this decade.

Related: Lamborghini’s Next Surprise Might Be A V12 Supercar You Can Take Camping

Unveiled as a concept in 2023 as a rolling preview of Lamborghini’s electric future, the Lanzador looked like a mashup of the Urus SUV and Huracan Sterrato supercar, showcasing sci-fi surfacing and promising more power than a small solar farm.

Lambo claimed over 1 MW (1,350 hp / 1,369 PS) of output and next-gen 980-volt tech, pitching it as a figurehead for its post-gasoline ambitions. But somewhere between the concept stand and the balance sheet, reality hit. Lamborghini boss Stephan Winkelmann now admits the brand is rethinking the plan.

“We could do a BEV, but I think it is a bad offer for the next few years,” he told Autocar, adding that Lambo buyers “don’t see BEVs as an alternative today.”

Photos Lamborghini

If the decision tips hybrid, expect some familiar hardware under the skin. The plug-in systems from the new Temerario and Urus SE are ready-made for the job, combining a twin-turbo V8 with electric assist for both punch and conscience-soothing emissions.

Ironically, the Urus was also meant to go fully electric before Lamborghini quietly changed course earlier this year.

A move to PHEV power for the Lanzador would put Lamborghini slightly out of sync with Ferrari, which is preparing to unveil its first EV, the Elettrica crossover, soon.

But this isn’t exactly a company afraid to be loud or different. And Winkelmann is the kind of level-headed, pragmatic boss who goes where the money takes him.

“‘It’s not important what you can achieve in technology, it’s important what the customer wants,” the Lamborghini boss told Car Magazine recently.

Which powertrain would you give the green light to if you were in Winkelmann’s pointy shoes?

Source: Car Magazine , Autocar

It’s always amusing when we’re writing about collector cars to check the huge sums buyers paid out for optional equipment. Fifty years ago, for example, anyone buying a C3 Corvette had to pay a hilarious $284 ($1,710 in 2025 money) for an AM/FM radio, then a highly desirable and expensive option.

Today, though, it’s something that we expect to see on even the cheapest, most basic modern car. Yet, AM/FM radio is one of the pieces of equipment Tesla has cut from its new entry-level models.

Related: Analog AM Radios In EVs Could Cost Automakers Nearly $4 Billion

Called Standard, the new base Model 3 and Model Y are designed to keep the barrier to entry of Tesla’s EVs low in the wake of federal tax credits disappearing at the end of September.

The Model 3 Standard costs $36,990, against $42,490 for the next trim up, now renamed Model 3 Premium RWD. And the Model Y Standard comes in at $39,990, versus $44,990 for the Y Premium.

The lack of a radio is far from the only difference between the new Standard and Premium Models. Base 3s miss out on the 8-inch second-row touchscreen, ventilated front seats and heated rears, power door mirrors and steering column, Autosteer, and frequency-dependent shocks.

They also downgrade to simple 18-inch steel wheels with covers, need 5.8 seconds instead of 4.9 seconds to reach 60 mph (97 km/h), and the driving range is cut from 363 miles to 321 miles (584-517 km).

Wheels aside (and an upgrade to 19s is available), the Model 3 Standard doesn’t scream “I was too cheap to upgrade!” in the same way its Model Y counterpart does. Because the Y Standard loses the facelifted Y’s front and rear LED light bars, and Tesla covers over the panoramic glass roof (which, in the ultimate insult, is still present) with a conventional headliner.

It also downgrades to textile seat surfaces, loses the adaptive headlights, subwoofer, and HEPA filter, and misses out on various bits of the same kit omitted from the 3 Standard spec.

But performance takes a much bigger hit than it does in the sedan. The boggo Y needs 6.8 seconds to reach 60 mph compared with 5.4 seconds for the Premium, and the range is reduced from 357 to 321 miles (575-517 km).

Test drive reveals more missing features

YouTuber Everyday Chris got his hands on the new Model Y Standard and points out some other differences in his video, including the very basic frunk, trunk, and door pocket liners, lack of electric frunk opener and rear parcel shelf, the single-pane door glass, and the fact that the max charging speed is down from 250 kW to 225 kW. You can also no longer recline the second row of seats from the trunk.

We’re guessing most owners will be more frustrated by that trunk-folding button having disappeared than they are by the radio getting a bullet. Still, according to a 2023 study, cutting the AM unit could save Tesla around $50–70 per car, since it no longer needs to shield radio waves from interference created by the electric motors.

This cost has led several automakers to consider junking radios, though lawmakers want to make AM availability in cars a legal requirement, because it’s viewed as essential for drivers in rural areas. Would you care if your next car didn’t have a radio, or have you never used yours since 2004?

Tesla

Renault is primed to deliver its third mashup of electric power and feelgood retro design. The all-new, fourth-generation Twingo E-Tech makes its debut on November 6, less than a month from now.

The sub £17k/€20k hatch is a size down from the Clio and 5 E-Tech, and a direct rival for the production version of Volkswagen’s ID. Every1 concept, which could be called ID. Lupo. But the VW isn’t due to launch until 2027, meaning Renault, as well as BYD with its new Dolphin Surf, have a big headstart.

Related: This Frog-Faced EV Is The Renault 5’s New Budget Baby Brother

And that might not be the Twingo’s only advantage. While the ID. Every1 looked stylish, grown-up and modern, we can imagine plenty of buyers – particularly the younger ones Renault is targeting – falling for the cute frog-like face of the French model.

As with the 5 EV, the rebooted model takes design inspiration from a decades-old Renault, in this case the 1990s first-generation Twingo. So it’s bound to invoke some nostalgic feelings, among those who remember the original, but it won’t matter if you don’t – the UK never got the gen-one, for instance.

Judging by these fresh teaser shots and last year’s concept, which the production car should mostly replicate, the 2026 Twingo is a great-looking bit of design in its own right.

Renault

Modern LED technology creates a friendly, cartoon-like face, with the same wide-eye signature being repeated at the back. The laid-back windshield once again stretches out towards the nose, compressing the size of the hood, but unlike the two-door original Twingo, this one will be strictly a four-door affair.

We’re still waiting to see the interior, but there’s every reason to believe it will feature a 10.1in infotainment touchscreen and a 7.0in digital instrument cluster, as shown in the concept.

Renault’s base 5 E-Tech makes 94 hp (95 PS / 70 kW) and gives a 194-mile (312 km) range from a 40 kWh battery, but don’t be surprised if the Twingo specs are cut down to help make its sub-€20,000 price a reality.

The group’s newly revised Dacia Spring, for example, is fitted with a 24.3 kWh LFP battery and offers 140 miles (225 km) of range. In any case, we’ll find out the full details on November 6.

We’ve included images below of the 2024 Twingo concept and spy shots of the production car prototype.

Renault

SHProshots

Rivals for decades, BMW and Mercedes largely fish in the same pool. But while one of the big German brands saw its catch rate tumble, the other is soon going to need a bigger boat, judging by sales figures released this week.

Mercedes shifted 441,500 cars in Q3 (plus 83,800 vans), a drop of 12 percent on the same quarter in 2024, while BMW moved 514,620 BMW-branded vehicles, representing a rise of 5.7 percent. Factor in the BMW Group’s other brands, including Rolls Royce, BMW M and Mini, and total sales hit 588,300, or 8.8 percent more than in Jul-Sep last year.

Related: BMW Somehow Sold Fewer Electrified Cars Than Last Year

What’s really interesting is how differently the two brands performed in certain key markets. In the US for instance, which has been impacted by tariffs this year, it’s probably not a surprise to see that Mercedes sales dropped 17 percent to 70,800 units.

But turning that logic on its head, BMW actually grew its US sales by a whopping 24.9 percent in the same period to 297,247.

And even in China, where both brands – like many Western automakers – are having a tough time, Mercedes fared much worse. Benz sales sank by a shocking 27 percent but BMW escaped with an 11 percent drop. Still terrible, but much less so.

BMW vs Mercedes Sales Q3

The electric (and electrified) numbers deepen the divide. For Mercedes, battery-electric vehicle (BEV) deliveries flatlined. The company delivered 42,600 BEVs in Q3, essentially holding steady year-on-year as it battles cost pressures, tariff headwinds, and intensifying EV competition in China.

BMW’s story is more complicated. The BMW Group’s electrified portfolio (including BEV + PHEV) showed healthy growth overall, as it moved 151,282 electrified units in Q3, up 8 percent. But they were down 2.8 percent in the US. Full EV sales in that same period fell by 0.6 percent to 102,864 units globally, though they’re up 10 percent YTD.

Both automakers have some crucial new products coming through including the GLC with EQ Technology and iX3, so it’ll be fascinating to see how those cars impact next year’s numbers.

BMW vs Mercedes sales by region

BMW sales split